JP2022064742A - Hybrid vehicle control device - Google Patents

Abstract

To balance between power performance and fuel economy performance of a hybrid vehicle capable of traveling with an internal combustion engine stopped.SOLUTION: A hybrid vehicle control device controls a hybrid vehicle mounted with a traveling electric motor and an internal combustion engine. In the hybrid vehicle control device, an electronic throttle valve which opens or closes a valve body with a throttle motor, which is an electric motor, is installed on an intake passage of the internal combustion engine. The hybrid vehicle control valve: can switch an opening of the electronic throttle valve while the internal combustion engine is stopped between a first state where the valve body is operated to have a predetermined opener opening without applying force to the valve body with the throttle motor and a second state where the valve body is operated to have an opening larger than the opener opening with the force applied to the valve body with the throttle motor; and selects either the first state or the second state while the internal combustion engine is stopped on the basis of operation made by a driver or a present state of a vehicle.SELECTED DRAWING: Figure 3

Description

The present invention relates to a control device for controlling a hybrid vehicle equipped with a traveling electric motor and an internal combustion engine.

Recently, hybrid vehicles equipped with two types of power sources, a traveling electric motor and an internal combustion engine, have seen a certain degree of widespread use. In series hybrid vehicles (see, for example, the patent documents below), an internal combustion engine drives a motor generator for power generation to generate electricity, and the generated power is used as a power storage device, that is, a lithium ion secondary battery or a nickel hydrogen secondary battery. It is stored in a battery and / or a capacitor such as, and is supplied to a traveling motor generator. Then, the drive wheels of the vehicle are rotated by the traveling motor generator to travel.

Not only the motor generator for power generation but also the motor generator for traveling can generate power by regenerative braking and store the generated power in the power storage device. When the electric power is already stored up to the full capacity of the power storage device, the electric power obtained by regenerative braking is intentionally supplied to the motor generator for power generation, and this is operated as an electric motor to rotate and drive the internal combustion engine. This consumes surplus power.

In a hybrid vehicle, it is possible to drive the vehicle by the rotational driving force output by the traveling motor generator without performing the firing in which the internal combustion engine burns the fuel to generate the rotational driving force. Therefore, even during the operation of the vehicle, the state in which the rotation of the internal combustion engine is stopped may continue.

When the amount of charge stored in the power storage device decreases or when the required output for the traction motor generator is large, the internal combustion engine is started, fuel is supplied to the cylinders and burned, and the rotary drive is output by the internal combustion engine. The power is used to drive the motor generator for power generation, and the power is generated to charge the power storage device or increase the power supplied to the motor generator for driving.

In a series hybrid vehicle, the power generation motor generator also serves to motor, or crank, the internal combustion engine in preparation for starting the stopped internal combustion engine. At the time of cranking, the necessary power is supplied from the power storage device.

When starting an internal combustion engine that has been stopped and driving a motor generator for power generation to generate electricity, first cranking for starting the internal combustion engine is performed, and the internal combustion engine can rotate independently. If so, end the cranking. After that, the electric power generated by the power generation motor generator driven by the internal combustion engine is increased from 0.

Japanese Unexamined Patent Publication No. 2020-156134

An electronic throttle valve is installed as an intake throttle valve on the intake passage of the internal combustion engine. As is well known, the electronic throttle valve expands and contracts the opening by rotating the valve body of the butterfly valve that opens and closes the intake flow path by a throttle motor which is an electric motor, thereby reducing the flow rate of the intake air flowing into the cylinder. It is intended to increase or decrease.

Generally, the electronic throttle valve has a concept of "opener opening". The opener opening is the opening when the throttle motor is not energized (power is not supplied) and no force is applied to the valve body from the throttle motor while the internal combustion engine is stopped. is open. An opener spring is attached to the valve body of the electronic throttle valve, and the spring elastically urges the valve body to position it at an angle (posture) that embodies the opener opening. The opener opening allows the internal combustion engine to be started and operated by ensuring the minimum intake flow rate even if the throttle motor should fail, and also causes the engine speed to rise excessively to the driver. Set the size to an appropriate size so as not to give a sense of discomfort or anxiety.

When the driver depresses the accelerator pedal strongly to request sudden acceleration while the internal combustion engine is stopped and the vehicle is running only by the traveling motor, or when the electric charge stored in the power storage device is insufficient, etc. It is necessary to start the internal combustion engine as soon as possible to increase the driving force output by the internal combustion engine. In order to realize this, it is desirable to open the throttle valve opening to some extent or more in advance even while the internal combustion engine is stopped.

However, if the opener opening is set to a large initial setting by the opener spring, the engine speed may rise at the time of starting even when the driver does not request sudden acceleration, which leads to waste of fuel and operation. It causes a concern that the person feels uncomfortable.

On the other hand, while the internal combustion engine is stopped, it is conceivable to constantly energize the throttle motor to drive the valve body and expand the throttle valve opening, but power consumption by the throttle motor occurs, which is the vehicle's power consumption. It can be a factor that reduces fuel efficiency.

The present invention, which has been made by paying attention to the above problems, aims to achieve both the power performance and the fuel efficiency of a hybrid vehicle that can run with the internal combustion engine stopped.

In the present invention, a hybrid vehicle equipped with a traveling electric motor and an internal combustion engine is controlled, and an electronic throttle valve for opening and closing the valve body by a throttle motor, which is an electric motor, is installed on the intake passage of the internal combustion engine. Regarding the opening of the electronic throttle valve when the internal combustion engine is stopped, the first state in which the valve body has a predetermined opener opening without applying force to the valve body from the throttle motor, and the valve from the throttle motor It is possible to take a second state in which the valve body is opened wider than the opener opening by applying force to the body, and the internal combustion engine is stopped based on the operation by the driver and / or the current state of the vehicle. A control device for a hybrid vehicle that selects whether to take the first state or the second state is configured.

According to the present invention, it is possible to achieve both power performance and fuel efficiency of a hybrid vehicle that can travel with the internal combustion engine stopped.

The figure which shows the schematic structure of the series type hybrid vehicle and the control device in one Embodiment of this invention. The figure which shows the outline of the internal combustion engine mounted on the hybrid vehicle of the same embodiment. The flow diagram which shows the procedure example of the process which the control device of the same embodiment executes according to a program. The cross-sectional view which shows the throttle valve installed on the intake passage of the internal combustion engine of the same embodiment.

An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic configuration of a main system of a hybrid vehicle according to the present embodiment. This hybrid vehicle includes an internal combustion engine 1, a power generation motor generator 2 driven by the internal combustion engine 1 to generate electricity, a power storage device 3 for storing the electric power generated by the power generation motor generator 2, a power generation motor generator 2 and /. Alternatively, it includes a traveling motor generator 4 that drives the drive wheels 62 of the vehicle by receiving power supplied from the power storage device 3.

The hybrid vehicle of the present embodiment is a series hybrid type electric vehicle in which the internal combustion engine 1 is used only for power generation, and the driving force for traveling is supplied exclusively to the driving wheels 62 of the vehicle from the traveling motor generator 4. The internal combustion engine 1 and the drive wheel 62 are mechanically separated from each other, and the rotational driving force is not originally transmitted between the two. Therefore, the internal combustion engine 1 can rotate completely independently of the traveling motor generator 4 and the drive wheels 62, and can be stopped completely independently. Therefore, the power storage device 3 is sufficient even when the vehicle can be driven by the driver depressing the accelerator pedal during the operation of the vehicle in which the ignition switch (power switch or ignition key) is operated to be ON. Under the condition that the charge is stored and the brake booster 15 stores a sufficient negative pressure, the operation of the internal combustion engine 1 accompanied by the combustion of fuel may not be performed.

The crankshaft, which is the rotating shaft of the internal combustion engine 1, is mechanically connected to the rotating shaft of the power generation motor generator 2 via a gear mechanism. Then, by inputting the rotational driving force output by the internal combustion engine 1 to the power generation motor generator 2, the power generation motor generator 2 generates power. The generated electric power charges the power storage device 3 and / or supplies it to the traveling motor generator 4. Further, the power generation motor generator 2 also functions as a motoring motor that generates a rotational driving force by itself to rotationally drive the crankshaft of the internal combustion engine 1. For example, the power generation motor generator 2 executes cranking in preparation for starting the stopped internal combustion engine 1.

The traveling motor generator 4 generates a driving force for traveling the vehicle, and inputs the driving force to the drive wheels 62 via the speed reducer 61. Further, the traveling motor generator 4 is rotated by being rotated by the drive wheels 62 to generate electric power, and recovers the kinetic energy of the vehicle as electric energy. The electric power generated by this regenerative braking charges the power storage device 3.

However, if the charge is already stored up to the full capacity of the power storage device 3 and it is difficult to charge the battery any more, the traveling motor generator 4 dares to supply the regenerated electric power to the power generation motor generator 2 to generate electricity. The motor generator 2 is operated as an electric motor to rotate and drive the internal combustion engine 1. As a result, the surplus electric power is exhausted while maintaining the braking performance of the vehicle. Further, at this time, since the rotation of the internal combustion engine 1 is maintained, it is possible to execute a fuel cut that temporarily stops the fuel supply to the cylinder of the internal combustion engine 1.

The generator inverter 21 converts the AC power generated by the power generation motor generator 2 into DC power. Then, the DC power is input to the power storage device 3 or the drive unit inverter 41. Further, the generator inverter 21 converts the DC power supplied from the power storage device 3 and / or the drive inverter 41 into AC power when the power generation motor generator 2 is operated as an electric motor, and then the power generation motor generator 2. Enter in.

The drive inverter 41 converts the DC power supplied from the power storage device 3 and / or the generator inverter 21 into AC power, and then inputs the DC power to the traveling motor generator 4. Further, the drive inverter 41 converts the AC power generated by the traveling motor generator 4 into DC power when performing regenerative braking of the vehicle, and then inputs the AC power to the power storage device 3 or the generator inverter 21. The generator inverter 21 and the drive inverter 41 form a part of a PCU (Power Control Unit).

The power storage device 3 is a battery and / or a capacitor or the like. The battery is a high-voltage secondary battery having a high energy density, such as a lithium ion secondary battery or a nickel-hydrogen secondary battery. The power storage device 3 charges and stores the electric power generated by each of the power generation motor generator 2 and the traveling motor generator 4. Further, the power storage device 3 discharges electric power for operating each of the power generation motor generator 2 and the traveling motor generator 4 as an electric motor, and supplies the electric power required for the motor generators 2 and 4.

FIG. 2 shows an outline of the internal combustion engine 1 mounted on the hybrid vehicle of the present embodiment. The internal combustion engine 1 is a spark-ignition 4-stroke engine and includes a plurality of cylinders 11 (for example, three cylinders, one of which is shown in FIG. 1). An injector 111 that injects fuel toward the intake port is provided in the vicinity of the intake port of each cylinder 11. Further, a spark plug 112 is attached to the ceiling of the combustion chamber of each cylinder 11. The spark plug 112 induces a spark discharge between the center electrode and the ground electrode in response to the application of the induced voltage generated by the ignition coil.

The intake passage 13 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 11. An air cleaner 131, an electronic throttle valve 132, a surge tank 133, and an intake manifold 134 are arranged in this order from the upstream on the intake passage 13. The air cleaner 131 is located at the most upstream position in the intake passage 13, that is, at the intake port for taking in air. The intake port is opened in front of the vehicle in order to take in cold air and improve the filling efficiency of the internal combustion engine.

As shown in FIG. 4, the electronic throttle valve 132 expands and contracts the opening degree of the valve body 1321 of the butterfly valve that opens and closes the intake flow path by rotating the valve body 1321 by a throttle motor which is an electric motor, whereby the cylinder 11 It is known to increase or decrease the flow rate of the intake air flowing into the engine. The electronic throttle valve 132 has an opener opening degree A1. The opener opening degree A1 is an opening degree in a state where the throttle motor is not energized (power is not supplied) and no force is applied to the valve body 1321 from the throttle motor while the internal combustion engine 1 is stopped. The opener opening degree A1 is not a fully closed opening that substantially completely shuts off the flow of intake air, but an opening degree that is slightly open so as to allow the flow of intake air slightly. An opener spring is attached to the valve body 1321 of the electronic throttle valve 132, and the spring elastically urges the valve body 1321 to position it at an angle (posture) that embodies the opener opening degree A1. The opener opening A1 ensures a minimum intake flow rate so that the internal combustion engine 1 can be started and operated even if the throttle motor should fail, and does not cause an excessive increase in engine speed. Set to the same size.

The exhaust passage 14 for exhausting the exhaust guides the exhaust generated as a result of burning the fuel in the cylinder 11 to the outside from the exhaust port of each cylinder 11. An exhaust manifold 142 and a three-way catalyst 141 for exhaust purification are arranged on the exhaust passage 14.

The ECU (Electronic Control Unit) 0, which is a control device that controls the internal combustion engine 1, the power generation motor generator 2, the power storage device 3, the inverters 21, 41, and the traveling motor generator 4, is a processor, a memory, an input interface, an output interface, and the like. It is a microcomputer system having. The ECU 0 is a plurality of ECUs, that is, an EFI (Electronic Fuel Injection) ECU 01 that controls an internal combustion engine 1, a generator ECU 02 that controls a power generation motor generator 2 and a generator inverter 21, and a BMS (Battery Management) that controls a power storage device 3. System) ECU 03, drive motor ECU 04 that controls the drive motor generator 4 and drive inverter 41, and HV (Hybrid Battery) ECU 00, which is a higher-level controller that controls those controls, are CAN (Control Area Network), etc. It is connected so that it can communicate with each other via the telecommunications line of.

For ECU 0, the vehicle speed signal a output from the vehicle speed sensor that detects the actual vehicle speed of the vehicle, the crank angle signal b output from the crank angle sensor that detects the rotation angle of the crank shaft of the internal combustion engine 1 and the engine rotation speed. , The accelerator opening signal output from the sensor that detects the amount of depression of the accelerator pedal by the driver as the accelerator opening (so to speak, the driving force required by the driver for the vehicle (driving motor generator 4)). c, a switch that detects that the driver is stepping on the brake pedal, a sensor that detects the amount of depression of the brake pedal by the driver, or a sensor that detects the master cylinder pressure, which is the pressure of the brake liquid discharged from the master cylinder 16. Brake depression signal d output from, intake temperature / suction output from the temperature / pressure sensor that detects the intake temperature and intake pressure in the intake passage 13 (particularly, surge tank 133 or intake manifold 134) of the internal combustion engine 1. The pressure pressure signal e, the cooling water temperature signal f output from the water temperature sensor that detects the temperature of the cooling water of the internal combustion engine 1, and the sensor that detects the amount of charge stored in the power storage device 3 (particularly, the battery current and / or the battery voltage sensor). ), The battery SOC (State Of Charge) signal g, the negative pressure signal h output from the negative pressure sensor that detects the negative pressure stored in the constant pressure chamber of the brake booster 15, the shift position, that is, the shift lever or the selector lever. The shift position signal p output from the sensor that detects the position of, the acceleration signal q output from the acceleration sensor that detects the acceleration of the vehicle and the slope of the road surface where the vehicle is located, the driver sets the driving mode of the vehicle or The operation input signal o or the like output from the buttons or switches to be operated at the time of switching is input.

The ECU 0 stores the amount of depression of the accelerator pedal operated by the driver, the shift position, the traveling mode, the current vehicle speed, the slope of the road surface, and the power storage device 3, which are sensed via various sensors. Rotational drive force output by the traveling motor generator 4 and rotational drive output by the internal combustion engine 1 according to the amount of electric charge, the magnitude of the negative pressure stored in the brake booster 15, the generated power of the power generation motor generator 2, and the like. The power and the magnitude of the power generated by the power generation motor generator 2 are controlled to increase or decrease.

As a general rule, if the power storage device 3 currently stores sufficient electric charge and the output required for the traveling motor generator 4 is small, the supply of fuel to the internal combustion engine 1 is cut off and the internal combustion engine 1 is operated. do not. On the other hand, if the amount of charge stored in the power storage device 3 is below the threshold value or the output required for the traveling motor generator 4 is large, the internal combustion engine 1 is started to supply fuel to the cylinder 11. It executes firing to burn it, drives the generator motor generator 2 by the rotational driving force output by the internal combustion engine 1, generates electricity to charge the power storage device 3, or supplies it to the traveling motor generator 4. Increase power.

The internal combustion engine 1 is started while the drive wheels 62 are driven by the traveling motor generator 4 to drive the vehicle without supplying fuel to the cylinder 11 of the internal combustion engine 1 to operate the internal combustion engine 1. In order to execute power generation by the power generation motor generator 2, first, the power generation motor generator 2 is operated as an electric motor, thereby performing cranking for starting the internal combustion engine 1. Then, when the crankshaft of the internal combustion engine 1 rotates a predetermined number of times or more or a predetermined angle or more, and the cylinder discrimination for knowing the current stroke of each cylinder 11 of the internal combustion engine 1 or the position of the piston is completed, each of the internal combustion engine 1 The fuel is injected at an appropriate timing according to the stroke of the cylinder 11, and the firing is started to ignite and burn the fuel at an appropriate timing. The rotation angle and rotation speed of the crankshaft of the internal combustion engine 1, that is, the engine rotation speed can be detected via the resolver attached to the motor generator 2 for power generation (in the generator ECU 02), and the crank angle attached to the internal combustion engine 1 can be detected. It can also be detected via a sensor (in the EFI ECU 01).

The internal combustion engine 1 rotates autonomously and is in a state where it can output the rotational driving force required for power generation. In other words, even if the output of the power generation motor generator 2 is reduced, the engine rotation speed still tends to increase. When it becomes possible to maintain it, the output of the power generation motor generator 2 operating as an electric motor is reduced to 0 to end the cranking, and this time, the power generation motor generator 2 is rotationally driven by the internal combustion engine 1. Further, the power generation motor generator 2 is operated as a generator, and the generated power is increased from 0.

After that, the intake amount and fuel injection amount supplied to the cylinder 1 of the internal combustion engine 1 and the generated power of the power generation motor generator 2 are adjusted in an increase or decrease so as to follow the target rotation speed at which the engine rotation speed is gradually increased. The final target rotation speed is the rotation speed at which the internal combustion engine 1 can be operated with optimum or near optimum efficiency and is most advantageous for the fuel consumption rate, or the internal combustion engine 1 has the maximum torque or maximum output or a torque or output close to this. Set the number of revolutions so that it can be achieved.

Incidentally, the EFI ECU 01, which forms a part of the ECU 0, inputs various information a, b, c, d, e, f, g, h, p, q, o necessary for the operation control of the internal combustion engine 1 via the input interface. It is acquired, the engine rotation speed is known, and the amount of air sucked into the cylinder 11 is estimated. Then, the required fuel injection amount (necessary to realize the target air-fuel ratio), fuel injection timing (including the number of fuel injections for one combustion), fuel injection pressure, and ignition timing (once) corresponding to the intake air amount. The operating parameters of the internal combustion engine 1 such as the number of ignitions for combustion), the required EGR ratio (or the amount of EGR gas), and the like are determined. The EFI ECU 01 outputs various control signals i, j, k, l corresponding to the operation parameters to the igniter, injector 111, throttle valve 132, EGR valve 123, etc. of the spark plug 112 via the output interface.

As shown in FIG. 3, when the ECU 0 of the present embodiment does not fire or motor the internal combustion engine 1 and stops the rotation of the crankshaft (step S1), a predetermined condition is satisfied. If not (step S2), the throttle motor of the electronic throttle valve 132 is not energized (power is not supplied), that is, the valve body 1321 is initially opened without applying force from the throttle motor to the valve body 1321. The first state is set to be positioned at the opener opening degree A1 (step S3). In FIG. 4, the valve body 1321 taking the posture of the opener opening degree A1 is drawn by a solid line.

On the other hand, if the predetermined condition is satisfied when the internal combustion engine 1 is stopped (step S2), the throttle motor of the electronic throttle valve 132 is energized (power is supplied), and the valve body is supplied from the throttle motor. A force is applied to the 1321 to bring the valve body 1321 into the second state of positioning the valve body 1321 at the opening A2 which is wider than the opening opening A1 which is the initial opening (step S4). The opening degree A2 is an opening degree in which the valve body 1321 is rotated in a direction of opening several degrees (for example, 1 ° to 4 °) from the opener opening degree A1.

The valve body 1321 of the electronic throttle valve 1321 is positioned at the opening degree A2 in the second state while the internal combustion engine 1 is stopped when the driver strongly depresses the accelerator pedal to request sudden acceleration, or the power storage device. This is a preparation for starting the internal combustion engine 1 as soon as possible and increasing the driving force output by the internal combustion engine 1 when the electric charge stored in the third is insufficient. Although it is a slight difference, if the opening degree of the throttle valve 132 is set to the opening degree A2 which is wider than the opener opening degree A1 in advance, the amount of air sucked into the cylinder 11 at the start of the internal combustion engine 1 increases. At the same time, the fuel injection amount can be increased, and the completion of the start of the internal combustion engine 1 and the start of power generation by the power generation motor generator 2 can be accelerated.

The predetermined condition referred to in step S2 is a condition in which the driving force required for the traveling motor generator 4 is expected to increase, in other words, the driving force to be input to the drive wheel 62 from now on is promptly applied. It is a condition that is expected to have to be increased. To enumerate specific examples,
<Regarding the operation by the driver>
-The driver operates the shift lever or selector lever, or the buttons or switches for switching the driving mode, and currently selects a mode that emphasizes power performance (acceleration performance) rather than a mode that emphasizes fuel efficiency.・ The driver is currently stepping on the accelerator pedal, or the amount of depression of the accelerator pedal by the driver exceeds the threshold value. ・ The amount of increase in the amount of depression of the accelerator pedal by the driver per unit time exceeds the threshold value.・ The driver is not currently stepping on the brake pedal ・ The amount of depression of the accelerator pedal by the driver within a certain period of time in the past, the amount of increase in the amount of depression per unit time, the amount of depression or the amount per unit time The history of accelerator pedal operation, such as the frequency of operations where the amount of increase exceeds the threshold, satisfies certain conditions (it is suggested that the driver tends to desire high speed or strong acceleration). (To be done) <Regarding the current state of the vehicle>
・ The current vehicle speed is higher than the threshold value (for example, about 30 km to 40 km / h) (a large driving force is required to further accelerate from that vehicle speed). ・ The slope of the road surface where the vehicle is currently located goes up (climbing). (On the road), or the value of the uphill slope of the road surface is larger than the threshold value (more driving force is required for running or acceleration) -The amount of charge (or SOC) currently stored in the power storage device 3 However, it is below the threshold value (the power storage device 3 will soon need to be charged). ・ The vehicle speed, vehicle acceleration, or vehicle speed or vehicle acceleration within a certain period in the past exceeds the threshold value. The travel history of the vehicle, such as frequency, satisfies certain conditions (it is suggested that the driver tends to desire high speed or strong acceleration).

In step S2, it is determined that the predetermined condition is satisfied when at least one or more of the above conditions are satisfied. For example, when the driver currently selects a driving mode in which the power performance is more important and the current vehicle speed is higher than the threshold value, the state transitions to the second state of step S4, that is, the internal combustion engine 1 is stopped. Even in the middle, the valve body 1321 of the throttle valve 132 is held at a wider opening opening A2 to prepare for a later acceleration request. When an acceleration request is actually made, the internal combustion engine 1 is promptly started, the driving force supplied from the internal combustion engine 1 to the power generation motor generator 2 is increased, and the electric power supplied to the traveling motor generator 4 is increased.

On the other hand, if the driver currently selects a driving mode that emphasizes fuel efficiency, or even if the driver selects a driving mode that emphasizes power performance, the current vehicle speed is below the threshold. The transition to the first state of step S3, that is, while the internal combustion engine 1 is stopped, the valve body 1321 of the throttle valve 132 is set to the opener opening degree A1 to avoid power consumption by the throttle motor.

In the present embodiment, a hybrid vehicle equipped with a traveling electric motor 4 and an internal combustion engine 1 is controlled, and a valve body 1321 is opened and closed by a throttle motor which is an electric motor on an intake passage 13 of the internal combustion engine 1. Regarding the opening degree of the electronic throttle valve 132 when the electronic throttle valve 132 is installed and the internal combustion engine 1 is stopped, the valve body 1321 is opened with a predetermined opener opening degree A1 without applying force to the valve body 1321 from the throttle motor. The first state is that the valve body 1321 is opened more than the opener opening A1 by applying a force to the valve body 1321 from the throttle motor, and the second state is taken. Based on the operation and / or the current state of the vehicle, the control device 0 of the hybrid vehicle that selects whether to take the first state or the second state while the internal combustion engine 1 is stopped is configured.

According to the present embodiment, while suppressing the power consumption of the throttle motor, when the driver requests sudden acceleration or when the storage amount of the power storage device 3 is insufficient, the output of the internal combustion engine 1 is promptly increased, and eventually power generation is performed. The power generated by the motor generator 2 can be increased, and the acceleration response desired by the driver can be achieved. In particular, in a small vehicle, it is desirable that the battery used as the power storage device 3 is small and lightweight because of the limitation of the mounting space of the vehicle body as well as the cost aspect. Such batteries tend to have a small storage capacity and a low terminal voltage. If the voltage applied to the traveling motor generator 4 is low, the traveling motor generator 4 may not be able to output a large driving force, and the power performance desired by the driver may not be obtained. If necessary, the internal combustion engine 1 is started as soon as possible to start power generation by the power generation motor generator 2, and it is possible to apply a high voltage and a large power to the traveling motor generator 4.

Further, the initial opener opening of the throttle valve 132 is not constantly set to a large value by the opener spring, and the throttle valve 132 can be closed to a smaller opener opening A1 by shutting off the energization of the throttle motor. It is also possible to prevent the engine rotation speed from unnecessarily rising when the internal combustion engine 1 is started.

The present invention is not limited to the embodiment described in detail above. For example, the vehicle in the above embodiment is a series hybrid vehicle, and it has not been considered that the driving force output by the internal combustion engine 1 is input to the drive wheels 62 of the vehicle instead of the generator 2.

However, the present invention can also be applied to hybrid vehicles of other types and hybrid vehicles in which the driving force output by the internal combustion engine is supplied to the drive wheels for the running of the vehicle. At this time, the driving force can be transmitted between the internal combustion engine and the drive wheels, and the internal combustion engine can rotate / stop independently of the drive wheels without transmitting the driving force between the two. A power transmission mechanism that can switch between states (a clutch that can be switched between disconnection and disconnection, a transmission mechanism that uses planetary gears, etc.) is provided. Then, it is determined whether to operate or stop the internal combustion engine according to the required output corresponding to the accelerator opening and the like, and when the internal combustion engine is operated, the power transmission mechanism is set to the latter state and the internal combustion engine is motorized. Alternatively, fuel can be supplied to the cylinder to fire the internal combustion engine, and the power transmission mechanism can be set to the former state to supply the driving force output by the internal combustion engine to the drive wheels. Needless to say, when the operation of the internal combustion engine is stopped, the power transmission mechanism is set to the latter state.

In addition, the specific configuration of each part and the content of the processing can be variously modified without departing from the spirit of the present invention.

The present invention can be applied to the control of a hybrid vehicle.

0 ... Control unit (ECU)
1 ... Internal combustion engine 13 ... Intake passage 132 ... Electronic throttle valve 1321 ... Valve body 2 ... Generator, motoring motor (motor generator for power generation)
3 ... Power storage device 4 ... Driving motor (driving motor generator)
62 ... Drive wheels

Claims (1)

It controls a hybrid vehicle equipped with a traction motor and an internal combustion engine.
An electronic throttle valve that opens and closes the valve body by a throttle motor, which is an electric motor, is installed on the intake passage of the internal combustion engine.
Regarding the opening of the electronic throttle valve when the internal combustion engine is stopped, the first state in which the valve body is set to the predetermined opener opening without applying force to the valve body from the throttle motor, and the force from the throttle motor to the valve body. In addition, it is possible to take a second state in which the valve body is opened wider than the opener opening.
A control device for a hybrid vehicle that selects whether to take the first state or the second state while the internal combustion engine is stopped, based on the operation by the driver or the current state of the vehicle.

Images